Smoke-conveyer and spark-arrester



N0. 6I8,787. Patented Jan. 3|, I899. W. H. DANA.

SMOKE CONVEYEB AND SPARK ARRESTER.

- (Application filed Jan. 7, 1898.)

(No Model.)

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No. 618,787. Patented Jan. 3|, I899.

.W. H. DANA.

SMOKE OO NVEYER AND SPARK ARBESTE-B.

(Application filed Jan. 7, 1698.)

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N0. 6|8,787. Patented lan. 3|, I899.

W. H. DANA.

SMOKE CONVEYER AND SPARK ABBESTER.

(Application filed. Jan. 7, 1898.)

(No Model.) 3 She9ts-Sheet 3.

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WITNESSES I //v MENTOR By I ATTORNEYS.

NlTE STATES ATENT. Fries.

VILLIAM H. DANA, OF DALLAS, TEXAS.

SMOKE-CONVEYER AND SPARK-ARRESTER.

SPECIFICATION forming part of Letters Patent No. 618,787, dated January 31, 1899.

Application filed January '7, 1898- Serial No. 665,967. (No model.)

To a Zl whom it may concern:

Be it kn own that I, WILLIAM H. DANA, of Dallas, in the county of Dallas and State of Texas, have invented certain new and useful Improvements in Smoke-Oonveyers and Spark and Cinder Arresters, of which the following is a full, clear, and exact description.

The invention relates to railroad-trains drawn by locomotives using coal, wood, or like material as fuel.

The object of theinvention is to provide a new and improved smoke-conveyer and spark and cinder arrester arranged to completely arrest the sparks and cinders issuing from the locomotive smoke-stack and to convey the smoke and gases generated by the combustion of the burning fuel in the locomotive to the rear end of the train, so that the passengers in the cars do not inhale the obnoxious smoke and gases and are not annoyed by sparks and cinders, as heretofore experienced in railway traveling.

The invention consists of novel features and parts and combinations of the same, as will be described hereinafter and then pointed out in the claims.

Reference is to be had to the accompanying drawings, forming a part of this specification, in which similar characters of reference indicate corresponding parts in all the figures.

Figure 1 is a side elevation of the improvement as applied. Fig. 2 is an enlarged sectional side elevation of the front end of the improvement. Fig. 3 is a transverse section of the same on the line 3 3 of Fig. 2. Fig. 4 is an enlarged perspective view of the coupling between adjacent flue-sections and with the coupling open. Fig. 5 is a similar view of the same closed. Fig. 6 is an enlarged sectional side elevation of the coupling-lock.

Fig. 7 is a like View of the lock-keeper, and

Fig. 8 is an enlarged sectional side elevation of part of a conveyer-tube on a car.

As illustrated in Fig. 1, the improvement is shown applied to a train consisting of the locomotive A, the tender A, and the cars A A but it is evident that the conveyer may be applied to a train of any desired number of cars. The conveyer is in the form of a tube B, made in sections B B B B extending over the several parts A A A respectively, of the train, and the said sections are secured to the said parts by suitable bands or fastenin g devices 0, with suitable flexible couplings D between adjacent sections to render the conveyer-tube continuous and at the same time provide for the usual independent movement of adjacent parts of the train. The conveyer-section B of the conveyer-tube Bis continuous with the upwardly and rearwardly curved smoke-stack A of the locomotive A, so that the smoke and gases and sparks and cinders incident to the burning of the fuel in the locomotive pass up through the said smokestack and into and through the tube B. The cinders and sparks are arrested in the tube B shortly after entering the same from the smoke-stack, while the smoke and gases pass on through the several sections of the tube to finally leave the same at the rear end of the train. If desired, air may be admitted to the front end of the tube B to insure a proper draft for the smoke and gases to carry the same rapidly rearwardly through the tube and discharge the gases at the rear end of the train. For this purpose I provide the forward end of the section B of the tube B at its junction with the smoke-stack A with a funnelshaped air-inlet B normally closed at its inner end by a valve E, having its fulcrum at the middle of the valve in the form of a transof the locomotive to be under the control of the engineer, so that when it is desired to create an extra draft in the tube B by the outside air then the engineer pulls the rope E and swings the valve Einto an open horizontal position, as indicated in Fig. 2. It is evident that as the train moves forward air readily passes through the funnel B into the section B of the tube 13 and through the re-- maining sections to assist in carrying the smoke and gases to the rear end of the train. The rearward fiight of the heavier sparks and cinders is interrupted in the section B of the tube B by a transverse screen F, disposed vertically adjacent to the mouth of a downwardly-extending pipe F, opening at its lower end into a cinder-box F secured to the top of the locomotive, as is plainly indicated in Figs. 1, 2, and 3.

The cinder-box F is provided at opposite sides with doors F hung at their lower ends on hinges and having inwardly-extending flanges F at their side edges, so that when the door is opened it forms a chute, as shown at the left in Fig. 3, for conveying the cinders and sparks into a chute F and delivering the sparks and cinders at the side of the locomotive. The cinder-box F is located in close proximity to the cab of the locomotive, and the doors F are opened from time to time by the engineer to discharge the cinders, as above described.

The couplings D for the sections of the tube B are shown in detail in Figs 4: and 5 and are constructed as follows: Each coupling D is provided with two coupling members D D ,'made tubular and preferably of sheet metal, with bands D and D at their outer or adjacent ends, and the bands are provided at opposite sides withlugs D adapted to pass into correspondingly-shaped recesses D in the opposite band D or D On the opposite sides of the bands D D are also arranged locks II, each having a locking-casing II, in which is mounted to swing a latch H projecting with its hook end II through an opening in the casing to engage a keeper II on the opposite band. Thus when the coupling members come together the lugs D engage the corresponding recesses D and the latch H hooks with its head 11 into the corresponding keeper H to securely lock the two coupling members together. The latch II is pressed in a downward direction by a spring H attached to the inside of the casing II, and engaged at its free end with a link 11 on the latch H The spring serves to hold the hook II in engagement with the keeper to prevent accidental disconnection of the hook and keeper. The latch 11 is also connected by a link 11 with a lever I1 fulcrumed in the casing II and extending through an opening in the rear end thereof, the outer end of the lever carrying a rope II", extending downward to be within convenient reach of a trainhand on the platform of a car, so that in uncoupling the cars the operator can pull the rope II" and impart a swinging motion to the lever 11 so as to swing the latch II upward to move the hook H out of engagement with the keeper. The coupling members can then readily separate upon separating the cars.

In order to clamp the casing H to the keeper II, I provide a lever I, fulcrumed at I to the outside of the keeper H and slightly curved near the fulcrum end, as is plainly indicated in Figs. 4 and 5. The lever I at the curved end is formed with a recess I adapted to engage a lug I projecting from the front of the casing l-I', so that when the coupling members D D are locked together, as before described, and the lever I is swung downward into the position shown in Fig. 5 then the recess I engages the lug I and keeps the casing H clamped to the keeper H. The lever is manually operated by a train-hand standing on the platform of a car, and when said lever is swung into an uppermost position it rests against a stop I, projecting from the keeper H (See Fig. 4.)

Each of the coupling members D D is connected with its respective pipe-section by a flexible accordion-plaited tube J, made of a suitable material and secured at its ends to bands J and J riveted or otherwise fastened to the corresponding coupling member and the pipe-section. The bands J J 2 are also connected with each other by a chain J normally hanging slack, as indicated in Fig. 4, to prevent the expansible tubes J from being torn in case the coupling members D D are not unlocked by the train-hand when trying to separate the cars.

The screen F, previously mentioned, at the locomotive-section B of the tube B is of comparatively large mesh, so that fine cinders can pass through the said screen; but the flight of such cinders is interrupted by additional screens K, secured in the following tube-sections in close proximity to the couplings, as indicated in Fig. 8. The screen K extends, preferably, about half-Way up in the tube-section over or at the end of the collecting-tube Ii, secured with its inclined bottom L to the end of a car, as shown. In the lower side of the collecting-tube L is arranged an opening L normally closed by a gate L connected with a rope L passing over a pulley L journaled at the band J the rope being under the control of the train-hand to pull the rope and cause the gate L to slide upward to open the tube L and allow the cinders collected in said tube to slide out of the tube over the inclined end of the roof of the car. By making the screen K of less height than the tube-section a more perfect continuous draft is obtained, and still the cinders are arrested by the screens, as the said cinders, owing to their specific gravity, will travel more in the lower portion of the tube.

It is generally known that numerous obj ections arise from the discharge of the smoke, sparks, and cinders in the ordinary Way from steam-locomotives, and the most serious one is that such smoke and cinders interfere with the comfort of passengers on passenger-trains.

1. A device of the class described, provided with a locomotive smoke-stack curved upwardly and rearwardly from the top of the boiler-shell, a horizontally-disposed conveying-tube into which merges the upper, rear end of the said stack, the tube extending rearwardly over the locomotive, tender and cars of the train, the said conveying-tube being made in sections, with couplings for connecting the sections with each other, screens in the sections of the tube, for arresting sparks and cinders, and collecting-boxes in front of the screens, andinto which pass the arrested sparks and cinders, substantially as shown and described. V

2. A device of the class described, provided with a cinder-box for receiving the sparks and cinders, and provided with a door hinged at its lower end, and adapted to form a chute for the discharge of the accumulated sparks and cinders from the box, substantially as shown and described.

3. Adevice of the class described, provided with a cinder-box for receiving the sparks and cinders, and provided with a door hinged at its lower end, and adapted to form a chute for the discharge of the accumulated sparks and cinders from the box, and a fixed chute into which opens the free end of the said door, when opened and forming a chute, substantially as shown and described.

4. A device of the class described, provided with a conveying-tube made in sections, couplings for the sections, each coupling comprising two tubular coupling members having projecting lugs, of which the lugs of one member fit into recesses in the other member, and flexible accordion-plaited tubes for connecting the coupling members with the tube-sections, substantially as shown and described.

5. A device of the class described, provided with a conveying-tube made in sections, couplings for the sections, each coupling compris ing two tubular coupling members having recesses and projecting lugs, of which the lugs of one member fit into recesses in the other member, flexible accordion-plaited tubes for connecting the coupling members with the tube sections, and locking devices for the members, each locking device having a casing and latch on one member, for engaging a keeper on the other member, substantially as shown and described.

6. A device of the class described, provided with a conveying-tube made in sections, couplings for connecting the sections with each other, locking devices for locking the coupling members together, and a clamping device for each locking device, substantially as shown and described.

7. A device of the class described, provided with a conveying-tube made in sections, couplings for connecting the sections with each other, locking devices for locking the coupling members together, a clamping device for each locking device, the clamping device comprising a lever having a recess and pivoted on the lock-keeper, and a lug on the lockcasing to enter the said recess in the keeper, substantially as shown and described.

To the above I herewith sign my hand in the presence of twowitnesses.

WILLIAM H. DANA. Attest: T. C. ATcHIsoN, BENNETT HILL. 

